Gas-engine



r 11 Sh'ets'-Shet 1Q 1 HIRSCH.

GAS ENGINE N Model.)

110,522,712. Patented July 10, 1894.

'(No Model.) I 11 Sheets-Sheet 2. F. HIRSGH.

GAS ENGINE. No. 522,712. Patented July 10, 1894.

1 I l I .II ll 11 Sheets-Sheet 3.

F. HIRSGFL GAS ENGINE (No Model.)

Patented July 10, 1894.

(No Model.) 11 Sheets-Sheet 4;

P. HIRSGH.

GAS ENGINE.

Nu. 522,712. Patented July 10, 1894.

11 Sheets-Sheet 5. P. HIRSOH.

(No Model.)

GAS ENGINE.

(N0 Model.) 11 Sheets-Sheet 6.

F. HIRSGH. GAS ENGINE.

'No. 522,712. Patented July 10, 1894.

22 4.4 m @MMW (N 0 Model.) 11 Sheets-Sheet 7.

P. HIRSGH. GAS ENGINE.

No. 522,712. Patented July 10, 189.4.

(No Model.)

11 Sheets-Sheet 8. RHIRSOH. GAS ENGINE No.-522,712". Patented July 10,1894.

Wmswax s A w a w o m m v 11 Sheets-Sheet 9. F. HIRSCH.

GAS ENGINE (No Model.)

No. 522,712. Patented July 10, 1894.

11 Sheets-Sheet 10.

(No Model.)

P. HIRSGH.

GAS ENGINE.

No. 522,712. Patented July 10, 1894.

THE Noam PUERS co, vmoraunmu WASH (No Model.) 11 Sheets-Sheet 11.

P. HIRSGH. GAS ENGINE.

Patented July 10, 1894.

Wxhwssmsx rm: Nonms perms co. PHOTO-CITHO.. WASHINGTON. u, c.

UNITED STAT-Es PATENT OFFICE.

FEODOR I-IIRSOH, OF STEINWAY, NEW YORK.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent N 0. 522,712, dated July10, 1 894. Application filed September 6, 189?- Serial No. 484.930. (llomodel.)

To all whom it may concern:

Be it known that I, FEODOR HIRSCH, a citizen of the UnitedStates,residing at Steinway, in the county of Queensland State of NewYork, have invented certain new and useful Improvements in Gas-Engines,of which the following is a description sufficient to enable othersskilled in the art to which the invention appertains to make and use thesame.

The main objects of my invention are avoidance of concussion andvibration and the utilization of the power ordinarily wasted by suchconcussion ;'the productionbf a more powerful engine for a given sizeand weight; simplification in the construction and arrangementof parts;a perfectly balanced engine; improved means for automatically governingthe speed of the same; and improved means for supplying the engine withgas when a carburetor is used.

A distinguishing feature of my invention consists in the specialconstruction of a gas engine having a duplex open-ended power cylinderwith a central gas and firing port, two trunk pistons in said cylinderpivotally connected by rods directly to the ends of two rock levers, theopposite ends of said rock levers being connected by pitmen directly toradially opposed cranks upon acomnion power shaft,--al1 the parts beingarranged in a common central plane of action coincident with that of thelongitudinal axis of the power cylinder, so that the force of theexplosion of gas between the two cylinders is counterbalanced andequally distributed and transmitted to the cranks on the power shaft.

Constructed according to my invention an engine may be made much morecompact as a whole and is especially adapted for use as a motor forboats, vehicles, &c.,and for household purposes. Owing to the perfectbalance obtained in and between the operative parts it is practicallyfree from vibration, so that it may be employed industrially. orotherwise without the provision of a special foundation, without fear ofimparting a jarring or trembling motion to the structure.

In the accompanying drawings I illustrate the practical embodiment of myinvention in a gas engine in which a carburetor is used, although I donot confine myself to the use of a carburetor, since any source of gassupply may be rendered available; neither do I limit myself to theidentical form and structure of parts s'hown since it is obvious thatvariations may be made in detail without departing from the spirit andintent of my invention.

Figure 1, is a plan of my improved gas ongine. Fig. 2, is a frontelevation of the same; Fig. 3, an elevation taken from the left end ofthe engine; Fig. 4:, an elevation of the rear of the engine partially insection; Fig. 5, a central vertical longitudinal section; Fig. 6, acentral vertical section on line it, 11., Fig. 1. Fig. 7, is atransversesection upon plane of line '0, i), Fig. 1. Fig. 8, isahorizontal sectionthrough the rocking levers, upon plane of line w, 20, Fig. 5, showingthe pitmen and cranks in elevation. Fig. 9, is an end elevation of thecrank shaft. Fig. 10, is a sectional elevation of a portion of the rearof the engine, showing the hydro-carbon feeder and the air pump. Fig.11, is an elevation of the mixer valve disk; Fig. 12, an elevation ofthe end of the mixer tube, showing the valve openings; Fig. 18, asection upon plane of line w, 03, Fig. 6, looking toward the mixer valvedisk. Fig. 14, is a similar view upon plane of line y, y, Fig. 6. Fig.15, is a sectional view of the lower portion of the hydro-carbon feeder;Fig. 16, a transverse section of the relief cam M, on the rear of thecam shaft. Fig. 17, is a vertical section of the valve chest upon planeof line 1, 1, Fig. 18, showing the igniter and the gas and exhaustvalves. Fig. 17%, is a transverse section upon plane of line 5,5, Figs.17 and 18; Fig. 18, a side View of the valve chest; Fig. 19, a verticalsection of the valve chest upon plane of line 2, 2, Fig. 18, showinggovernor air relief valve and conduit. Fig. 20, is a horizontal sectionof the valve chest upon plane of line 3, 3, Figs. 17 and 18. Fig. 21, isan elevation of the inner face of the valve chest, removed from thepower cylinder. Fig. 22, is a top view of the bushing used in holdingthe gas valve seat in position; Fig. 23, a transverse section upon planeof line 4:, 4:, Fig. 17, showing the ports it IOO pipe. Fig. 26, is ahorizontal section of a portion of the carburetor and thehydro-carbonfeeder. Fig. 27, is a sectional elevation of the governor.

The cylinder A, water jacket B, and frame work- 0, are preferably allcast in one piece, a recess D, being formed in the frame below thecylinder and water-jacket and above the cam shaft E, for the receptionof the carbureter D, when used in lieu of any other source of gassupply.

The cam shaft E, and the power or crank shaft F, are situatedtransversely to the power cylinder A, their axes being in the samevertical plane, midway between the ends of the said cylinder.

The trunk pistons G, G, are connected by their rods g, g, to the upperends of the rock levers H, H, mounted upon rock shafts h,.

h, the opposite ends of the said rock levers H, 11, being connected bythe pitmen I, I, to'the cranks f, f, respectively. l

By reference to Figs. 6 and 8, it will be seen that the crank's f, f,are double cranks, the wrist pins f ,f ,f each being supported by twowebs f The wrist pin f is arranged centrally between the two inner websf and is clasped by the stirrup 't', of the straight pitman I, pivotallyconnected to the lower end of the left hand rocking lever H. The otherpitman I ,in like manner pivotally connected to the right hand rockinglever H, is bifurcated at its inner extremity, being formed with thestirrup arms 1 I which extend back a sufficient distance to enable thepitman I to straddle the middle crank f,the space 1', between the arms 1I and the web 2' being sufficient to admit of the passage of the saidcrank f, when both the pitmen I, I, have reached the full extent oftheir inward stroke caused by the outward stroke or separation of thetrunk pistons G, G. The stirrups i i, at the ends of the arms 1 I claspthe wrists f f respectively, so that the outer cranksf', f, actvirtually as one crank, opposed to the central crank f. It is to benoted however that the axes of the wrists f f f are all in the sameplane and that they are equi-distant from the axis of the two sectionsof the crank or power shaft F, so that they naturally balance each otherin all positions. To compensate for the diiference in weight between thetwo pitinen I, I, the webs J, are widened or thickened, or otherwiseincreased in weight at their extensions f f (see Fig. 9) beyond thecrank shaft F, upon the side upon which the wrist is situated therebycounterweighting-the arms 1 I and the duplex cranksfif.

The crank shaft F, is secured in the lateral bearings c, a, formed inthe frame 0, by caps c, 0. At its front end it is provided with a pinionF, while its rear end carries the balance wheel F The pinion F, mesheswith the spur gear E, upon the front end of the cam shaft E. The gear E,is twice the diameter of the pinion F, and consequently two revolutionsof the power or crank shaft F, are necessary to efiect one revolution ofthe cam shaft. The latter rotates in bearings 0 0 formed in the frame C,being held against longitudinal movement by the shoulder j, of thepumping cam .I, in front, and by the shoulder 70, of the exhaust cam K,at the rear, or by other suitable means.

The cam shaft E, is made hollow to receive the governor rod L, which isfree to slide thereinlongitudinally under the action of the governor L,attached to the spur wheel E. Arms or brackets e, 6, project outwardfrom the face of the spur wheel E, to which are pivotally connected thebell crank levers Z, Z. The outer or shorter arms Z, l, of these cranklevers engage with the head or socket piece P, which is secured rigidlyto the governor rod L. The longer inner arms Z ,Z of the crank levers Z,Z, project backward through slots 6, e, in the gear E, and carry thecentrifugal weights Z Z which are connected by the springs Z Z whichtend constantly to draw the said weights inward toward each other andhold them in their normal position in which position the head Z and rodL, are drawn forward. The relief valve cam M is situated loosely uponthe rear end of the shaft E, being secured rigidly to the cam rod L, bya stud or cross bar m, passing through the longitudinal slots 6 6 formedin the shaft E. The relief cam M, consists of a concentric hub or sleevem, formed with an eccentric portion or cam surface m Then the governorL, is at rest and the parts in their normal positions as shown in thedrawings, the governor rod L, holds the concentric portion m, of therelief cam M, under the valve rod n, of the relief valve N. When thespeed of the engine causes the weights Z l to sepa rate against thetension of the springs Z Z thereby acting through the crank levers Z, Z,and head Z to move the governor rod L, inward, the eccentric portion mof the cam M, is brought under the valve rod n, of the relief valve N,so that the valve will be raised from its seat at every revolution ofthe cam shaft until the eccentric portion m of the cam is withdrawn, andthe concentric portion m, again comes under the valve rod.

The carburetor D, consists of an oblong boX or compartment resting upona shelf or table 0 formed in the frame (3, for its support beneath thecylinder A, and water jacket B. A suitable amount of absorbent materialis arranged within the compartment D, in such manner as to present thehydro-carbon for admixture with the air passed through it. As shown inthe drawings this absorbent material consists of two or more sheets orlayers of felt or similar material 01, held apart by blocks d, of thesame material and formed with perforations 01 for the passage of air andvapor.

The hydro-carbon is supplied to the carburetor D, through an automaticfeeder O, interposed between the supply pipe 0, which proceeds from thereservoir or other source of supply, and the inlet pipe (see Fig. 26).

. of the cylinder.

The feeder 0, consists of avessel formed with a valve chamber 0 intowhich the supply pipe enters. The valve 0 is connected to a floatofiarranged to close the valve 0 when the liquid hydro-carbon attains acertain height in the feeder O. Thisheight corresponds to the level atwhich it is designed to maintain the hydro-carbon liquid in thecarburetor.

Airis admitted to the carburetor D, through the pipe P, provided withthe damper or regulatorp. By reference to Fig. 7, it will be seen thatthe pipe P, is closed above the damper 19, although it acts as a supportfor the upper portion of the vapor conduit Q. It will also be seen thatit is extended down into the carburetor below the absorbent material soas to insure the passage of the air through and around the latter. Thevapor conduit Q, through which the air charged with the hydrocarbonvapor leaves the carburetor is connected with the transverse conduit Q,which extends over the working cylinder and opens into the valve chestR, upon the opposite side A combined throttling and mixing valve isinterposed in the transverse conduit Q. This consists of a valve disk q,

which is rotatable upon a diaphragm q, eX- tending across the section ofthe conduit Q,

the diaphragm and the rotatable valve disk being formed with ports whichmay be brought into coincidence or closed by means of the handle Theconduit Q, is divided by a partition (1 in front of the valve seat ordiaphragm q, (see Figs. 6 and 13) forming an air passage q, into whichair is admitted through the opening 1 controlled by the sleeve damper g.The lower quadrantal port (1 in the diaphragm q, opens into this airpassage g while the other upper quadrantal port (1 opens into the vaporor gas channel. The throttling disk q, is formed with a semi-circularport (1 so that by rotating the disk q,

. more or less to the right or left the relative areas of the ports g gmay bevaried to regulate the degree to which the gas is diluted by freshair prior to its being drawninto the power cylinder A. i

The conduit Q, enters the valve chest R, above the inlet or feed valve1", which opens inward into the valve chamber S, the latter coincidingwith, and forming a continuation of, the cylinder port a, situatedmidway of the length of the cylinder. The feed valve 7", tendsconstantly to close against its seat 4", by reason of the spring 0*,bearing against the collar 0, upon the valve stem 0*, which latterextends upward through the bushing T and cap 1", to and through aperforation t, in the lever T, and is provided with jam nuts 7, r whichperform the function of an adjustable shoulder above the said lever T.In the same axial line with the feed valve r, is the exhaust valve is,opening upward into thevalve chamber S, against the resistance exitvalve 75, controls the entrance to the exhaust passage which opens intothe exhaust pipe 7.0 The relief valve N, 'isin like manner held normallyagainst its seat 12, by a spiral spring n attached to the lower end ofits valve stem 77., and bearing against the lower end of the sleeve aIts stem 11., extends upward through the valve chamber S, and cap 8, tothe lever T, the outer end of which rests upon it. The relief valvecontrols the entrance to the air conduit if, the other extremity ofwhich opens into the atmosphere. Flat springs 70, and 01 are interposedbetween the lower ends of the valve stems 7c, and 'n, and the cams K,and M, to protect the surfaces of the latter against undue wear.

The ignition chamber U, opens into the valve chamber at right anglesand'in line The igniter V, is preferably of the form de' scribed in myapplication for patent filed May 1, 1893, Serial No. 472,4.94, althoughany other form of igniter may be substituted. As shown in theaccompanying drawings V, represents the platinum igniting cap paddedwith loose or spongy material as set forth in said prior application.

The igniting cap is fed with hydro-carbon vapor under pressure throughpipe '21, which extends to the carbureting chamber 1). Air is pumpedinto the carbureting chamber '0, through the pipe o This pipe '0 isconnected by pipe 0 with an accumulator '0 consisting of an accordionbellows provided with a weight 7: or other well known means foreffecting a similar result. The air is supplied to the igniter V, duringthe operation of the engine by an air pump W, connected by pipe to, withthe pipe 0 running to the carbureting chamber 1) the accumulator otending to equalize the pressure. The pump W, is preferably operated bya cam J, upon the cam shaft E, said cam actuating a spring lever w,against the resistance of a coiled spring 711 When the engine stopstemporarily it is desirable to maintain the supply of hydrocarbon to theigniter under pressure in order to maintain theplatinum in anincandescent state, and this the accumulator will do for severalminutes; but should a longer delay occur the auxiliary hand pump X,provided for such an emergency, is utilized in supplying the accumulator11 with air. A check valve ac, is interposed in the pipe m, between thehand pump X, and the accumulator v so as to cut off the hand pump fromthe accumulator when the engineis in operation and the pump W performingits function.

A water jacket 13', surrounds the exhaust pipe 10 and communicates withthe Water and form continuations of the openings b, b, i

into the water jacket B, as shown in Fig. 6.

One branch B of the water-supply pipe en-. ters the lower end of theexhaust pipe jacket B, while theother B connects with the wa-i terjacket B, at two points below the power 5 cylinder A. The exit pipes Blead from the water jacket B, above the power cylinder; so 1 that itwill be seen that a complete circula tion is insured,the water suppliedto the exhaust pipe jacket B, having to pass through the valve chest Rto the water jacketB, surrounding the power cylinder and the water isupplied to the said jacket 13, having'to pass around the cylinder A,before it can make its exit.

The operation of the engine has follows:

' 'Presuming that a charge of mingled gas and; air has just been fired,the pistons G, G, recede from each other imparting the energy to thepower shaft F, and fly wheel F through the medium of the rods g, g,rockers H, H, pitmen I, I, and cranks f, f. As the pistons G, G, startback toward each other the cam K, raises the exhaust valve k, from itsseat and by the time the pistons have reached the limit of their inwardstroke most of the products of combustion have been expelled and the camK, allows the exhaust valve is to close. As the pistons again recedethey create a partial vacuum between them drawing in a fresh charge ofmingled vapor through the valve 0", against the resistance of thespring 1. The pistons having reached the outward limit of their stroke,and having thereby drawn in a considerable body of gas and air, nowcompress the charge to about one third of its volume during theirapproach, thereby forcing a portion of the charge back through the valvechamber S, into contact with the incandescent torch V, and igniting thecharge, when the same cycle is repeated. It will thus be noted that upto a prescribed rate of speed a charge is fired at every secondrevolution of the power shaft, the cam shaft, as before set forth makingonly one revolution to two of the power shaft. Should however the speedof the engine increase beyond a prescribed degree the governor L, willthrow the cam M, into action, so that the relief valve N, will be openedand at the same time the supply valve '1", will be positively heldclosed by reason of the raising of the outer end of the lever T,(pivoted at t) by the valve stem n, of the relief valve N. The result ofthis is that air alone is admitted to the cylinder until the speed ofthe engine lessens sufficiently to allow the governor to retract the camM, when the relief valve N, closes automatically, releasing the lever T,and permitting the supply valve again to yield against the resistance ofits spring 0*, under a partial vacuum in the cylinder A.

In order to guard against possible back pressure or flame through afailure of the supply valve r, to close for any reason, I pro vide thesupply conduit Q, with a safety valve Y, adjusted to open under anexcess of internal pressure; and also with gauze screens y, y,interposed in the passage.

I am aware that in Patent No. 393,037, of November 20, 1888, a duplexsteam cylinder with closed ends, having both central and end ports, andopposed steam pistons having,

rigidly connected piston rods, is shown as connected by links, rockshafts and pitmen to opposed cranks upon a common power shaft, but thatarrangement could not be used as a gas engine, neither is it theequivalent of my improved gas motor in which the single central portacts for both the charge and discharge of the gas and the product ofcombustion, the open ends of the cylinder allowing the pressure of theatmosphere to eifect the return stroke, and the connection between thetrunk-pistons and the-ends of the rock levers being efiected withoutlinks by rigid rods pivotally secured to the trunk pistons.

I do not seek to cover broadly a motor having its operative partsarranged substantially in the same plane of action; I do claim howeverthat I am the first to produce a perfectly balanced gas engine in whichnoise and vibration are reduced to the 1 minimum, and this I effect bythe special construction and arrangement of parts herein shown anddescribed.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a gas engine, the combination of an open-ended power cylinderformed with a single central inlet and discharge port; two trunk pistonsin said cylinder; two rigid piston rods respectively pivotally connectedat their inner ends to said trunk pistons, and at their outer ends torocking levers; said rocking levers consisting of arms projectingradially upon opposite sides of the fixed shafts or fulcrums on whichthey are mounted; two pitmen pivotally connected at their outer ends tothe other ends of said rocking levers and at their inner ends toradially'opposed cranks upon a common power shaft; and said power shaftformed with said radially opposed cranks having their common centralplane of action coincident with that of the common central longitudinalplane of the cylinder, trunk-pistons, piston rods, rocking-1e vers, andpitmen, for the purpose and substantially in the manner set forth.

2. In a gas engine the combination of a power cylinder formed with a gasport, two pistons contained therein, two piston rods connecting saidpistons with two rocking levers,

said rocking levers supported upon fixed rock-shafts or fulcrums, apitman connecting one rocking lever to a central double crank upon thepower shaft, a bifurcated pitman connecting the other rocking lever totwo double cranks on the power shaft, and said power shaft formed withthree double cranks, the central one opposed to the other two for thepurpose described.

3. In agas engine the combination of a power cylinder formed with a gasport, two pistons contained therein, two piston rods connecting the saidpistons with two rocking levers, said rocking levers supported uponfixed rock-shafts or fulcrums, a pitrnan connecting one rocking lever toa central double crank upon the power shaft, a bifurcated pitmanconnecting the other rocking lever to two double cranks on the powershaft, and said power shaft formed with three double cranks the centralone opposed to the other two, and

the webs of the cranks upon that side of the shaft being enlarged tocounter-balance the weight of the two cranks and the bifurcated pitmanupon the other side of the power shaft, substantially as described.

4C. In a gas engine the combination of a power cylinder formed with agas port, two pistons contained therein, two piston rods connecting thesaid pistons with two rocking levers, said rocking levers supported uponfixed rock shafts or fulcrums, two pitmen connecting said rocking leverswith separate cranks upon a common power shaft, said power shaft formedwith two opposed cranks, a hollow cam shaft geared to the said powershaft, a centrifugal governor supported upon the cam shaft, a slidinggovernor-rod resting in said hollow cam shaft and carrying a camarranged to lift a relief valve from its seat when the speed of theengine exceeds a prescribed degree, and said relief valve interposedbetween the valve chamber of the engine and the exterior atmosphere, forthe purpose described.

5. In a gas engine the combination of a power cylinder formed with a gasport, two pistons contained therein, two piston rods connecting the saidpistons with two rocking levers, said rocking levers supported uponfixed rock shafts or fulcrums, two pitmen connecting said rocking loverswith separate cranks upon a common power shaft, said power shaft formedwith two opposed cranks, a hollow crank shaft geared to the said powershaft, a centrifugal governor supported upon the said hollow cam shaft,a sliding governor rod resting in said hollow cam shaft, a cam securedto said governor rod and arranged to lift a relief valve from its seatwhen the speed of the engine exceeds a prescribed degree, said reliefvalve interposed between the valve chamber of the engine and theexterior atmosphere, mechanism actuated by said relief valve when raisedto hold the supply valve positively closed, and said supply valveinterposed between the supply conduit and the valve chamber of theengine.

6. In a gas engine the combination of a power cylinder formed with a gasport, two pistons contained therein, two piston rods connecting the saidpistons with two rocking levers, said rocking levers supported uponfixed rock shafts or fulcrums, two pitmen connecting said rocking leverswith separate cranks upon a common power shaft, said power shaft formedwith two opposed cranks, a hollow crank shaft geared to the said powershaft, a centrifugal governor supported upon the said hollow cam shaft,a sliding governor rod resting'in said hollow cam shaft, a cam securedto said governor rod and arranged to lift a relief valve from its seatwhen the speed of the engine exceeds a prescribed degree, said reliefvalve interposed between the Valve chamber of the engine and theexterior atmosphere and formed with an extension of the valve stem whichengages with the outer end of a pivoted lever, said pivoted leverengaging with the valve stem of the supply valve, and said supply valveinterposed between the supply conduit and the valve chamber of theengine, the parts being so arranged that when the relief valve is raisedthe supply valve will be held closed by the pivoted lever, substantiallyas described.

FEODOR HIRSCI-I. Witnesses: GEORGE. WILLIAM MIATT, D. W. GARDNER.

